RU177854U1 - ACTIVE CONTACT NETWORK SECTION NODE WITHOUT AN AIR CONTACT RAIL INTERMEDIATE - Google Patents

Abstract

An active sectional section of the subway traction network without an air gap, consisting of a composite insulating insert (“jeans rail”), in combination with high-strength insulating joints of the contact rail and additional disconnectors in the off state, works as a non-overlapping air gap of the contact rail.

Description

At present, the partitioning of the contact network of the subway is provided by non-overlapping (> = 14 meters) air gaps of the contact rail (VCR). RPCR is called overlapping if its length is <10 meters, this is due to the distance between the current collectors of 12.6 meters for all types of cars.

In fig. 1 shows a device of an active unit for sectioning a traction network without an air gap of a contact rail. Designations in fig. one:

1 - Contact Rail

2 - Insulating junction of the contact rail

3 - “Denim” rail - part of the CR from composite fiberglass

4 - Traction Network Connection Cabinet with bipolar disconnector

5 - Traction Network Connection Cabinet with single pole disconnector

6 - power cables

7 - tires with a compensator for connection with KR

We call the composite fiberglass contact rail “jeans”. The insertion of a jeans rail (3) in the active sectioning unit instead of an air gap of 10 m in length allows you to abandon the bends of the KR (the branch is a special part of the KR that provides a smooth, non-impact run and run-in of the wagon current collectors). The problem of abrasion of the “jeans” rail from interaction with the current collector is solved by soldering 10 mm (in thickness) of steel plates into the lower surface of the rail. The plates are separated from each other, which means the jeans rail is still non-conductive.

The normal (conductive) junction of the contact rail at the connection of the former branch of the Kyrgyz Republic with the main rail is replaced by a high-strength insulating joint (2). Thus, the section is divided into two isolated parts: the main and the small (essentially consisting of the former end branch). Power is supplied to the sections via cables (6) through the cabinet for connecting the traction network (ШПТС) with a two-pole disconnector (4): to the main section via a bus with a compensator (7), and to the small section first via cables (6) to the ШПТС with a single-pole disconnector ( 5) and then on the bus with a compensator (7). The adjacent section of the traction network is arranged symmetrically.

With the disconnectors switched on, the unit operates as an overlapping air gap of the contact rail without the KR bends.

In the event of a power failure in any section, the presence of a small section ensures that the main sections are not closed through the current collectors of the car, i.e. the node operates as an unopened VPKR without taps.

The presence of unipolar disconnectors (5) in small sections is essential. When short or overload, small section disconnectors are disconnected. Voltage recovery occurs separately for the main parts of the sections. After restoring the power of the traction network of the main sections, the power of small sections is turned on.

The length of the small section (<= 7 meters) is significant because it is necessary to avoid voltage transit through a disconnected small section through current collectors of adjacent cars when the disconnector of a small section of an adjacent section is switched on spontaneously.

No additional equipment will be required to equip the active sectional section of the traction network.

The high-strength insulating joint is successfully used for track rails and can be used for CR, as mechanical loads on the KR from current collectors are vanishingly small with respect to axial loads (up to 250 kN) on track rails from rolling stock.

ShPTS with a two-pole disconnector is included in the range of OJSC NIIEFA-Energo.

The innovation of the utility model consists in the use of a “jeans” (simply non-conductive - nobody used it!) Rail, an insulating junction for KR (previously no one used an insulating junction for KR!) And the sequential use of bipolar and unipolar disconnectors.

Claims (1)

Active sectional section of the subway traction network without an air gap, replacing the overlapping air gap in the on position, preventing the adjacent sections of the traction network from closing through the car’s current collectors during shutdown, characterized in that the insulating joint of the switchgear is not used, which does not require breakdowns of the switchgear and additional disconnectors, preserving the traditional disconnector control circuit due to the use of bipolar disconnectors and allows for sectioning of switchgear in any place.

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